1 2
ronholm Reader
1/17/12 2:52 p.m.

Yeah.. what he said ^

the forged crank isn't the cause of any engine damage.. Really all things considered the forged crank is a nice piece..

The only reason I avoid the forged crank is for the 2.5 engine.. in a heavy daytona a strong 2.5 beats a 2.2 IMO... the lower torque curve and extra displacement isn't replaceable. all things being equal.

That and the forged crank is heavy.. heavy... and simply isn't going to be needed until you have more than doubled horsepower..

The 89 Shelby.. it also has a 2.5 inch swingvalve on the turbo... I haven't ever tried it.. I have always just used the 2.5 incher.. but I have heard the 2.25 will port out 'larger' than the 2.5" piece.. but really.. that is splitting hairs IMO.. and you can purchase a 3' piece from several of the vendors.. or pop in a different turbo.. and well.. the sky is the limit..

If you bought a 89 Shelby daytona.. added a 2.5 shortblock (with proper engine tune which is easily done BTW) you would only need to add a 'two piece intake' from a 87 turbo 2 something (GLHS, CSX, Daytona ect) to have the 'best' of all the factory 8v parts...

Well.. besides having the heavy daytona shell to drag around..

88 and back daytona's... they are also going to have a 'stub strut' K frame.. the 89 up 'dual pivot design is much better.

Oh.. and if you want a fixer upper... I have a 1990 ES, 2.5L Turbo one 5spd (523 tranny) sitting here for sale...

I will throw in all the Shelby bits if you want... the bars, brakes, intercooler ect...

Travis_K SuperDork
1/17/12 3:04 p.m.

Yeah I don't think the crank itsself is the problem, I mainly just meant that the combination of more boost, a heavy car, and likely being driven harder means a Shelby daytona will likely need rod bearings sooner than the other turbo dodge engines.

1 2
Our Preferred Partners